Highway grade crossing for railways



Sept. 24, 1929. E. c. PRICE ET AL 1,729,360

HIGHWAY GRADE CROSSING FOR RAILWAYS Filed July 16, 1928 3 Sheets-Sheet 2 Sept. 24, 1929.

E. C. PRICE ET AL HIGHWAY GRADE CROSSING FOR RAILWAYS Filed July 16, 1928'- 3 Sheets-Sheet 5 a x 2! 7 4 6 3 2 r 4 l U 0 2 H 6 U H A M 3 Z 4 W. Z Z/ u L Z 3 na 7 .0 m J. 7 E B U DID-IU- ouluuuol un uo qooniunuu cquouu ATTORNEY:

Patented Sept. 24, 1929 UNITE STATE-S PATENT OFFICE EVAN C. PRICE AND THOMAS L. HANLEY, OF SPRINGFIELD, OHIO HIGHWAY GRADE CROSSING FOR RAILWAYS Application filed July 16,

This invention relates to highway crossings for railways, it more particularly relating to a crossing in which the crossing plates are supported at one end by the base of the track rails and at the other end by a stringer rail as set forth in our pending application Serial No. 173,894, filed March 9th, 1927.

The invention contemplates the employment of insert members carried by the crossing plates which engage a part associated with the track rails, and one of the objects of the invention is to provide improved means for adjustably securing the insert members in the plates to compensate for rails of dilierent heights whereby inserts of uniform size and construction may be employed; a more specific object in this connection. being to provide adapter members for embracing the resilient blocks which can be made of varying heights so as to raise or lower the inserts with relation to the plates whereby the tops of the plates may be brought into alignment with the tops of the rails.

A further object is to improve the form of 15 the inserts to secure suflicient resiliency to deaden the noise of vehicular travel and to lend flexibility to the structure.

A further object of the invention is to provide improved means for supporting and securing the inner ends of the crossing plates.

A further object of the invention is to provide improved means for interlocking the ends and sides of adjacent crossing plates.

A further objectof the invention is to provide improved means for securing the crossing plates to the track rails at the joints between adjacent rail ends.

Other objects and advantages will appear from an inspection of the accompanying drawings, and from the claims and description, the following being a specification as to the manner in which we propose to carry out the new and useful features embodied in our invention.

In the accompanying drawings:

Fig. 1 is a plan view of so much of a grade crossing as is necessary to illustrate the features of our invention.

Fig. 2 is a section on the line 2-2 of Fig. 1.

1928. Serial No. 292,944.

Fig. 3 is a section showing the construction employed at a rail joint.

Fig. 4 is a section also showing a modification in the form of the crossing plaie.

Fig. 5 is an enlarged section on the line 5-5 of Fig. 1 showing the manner of securing the inner end of one of the crossing plates.

Fig. 6 is an enlarged section showing the manner of securing one of the approach plates at its outer end.

Fig. 7 is an end View, with a partial section at a main track rail.

Fig. 8 is an enlarged partial section on the line 8-8 of Fig. 1, and may also be considered as an enlar ement of the sectioned parts shown in Fig.

Fig. 9 is an enlarged section on the line 9-9 of Fig. 1, showing a preferred form of lock to prevent lifting of plates.

Fig. 10 is an enlarged section on the line 1010 of Fig. 8.

Fig. 11 is an enlarged section on the line 11-11 of Fig. 8.

Fig. 12 is an enlarged section on the line 1212 of Fig. 9.

Fig. 13 is an enlarged plan view of a plate thalt is employed between the main track ral s.

Fig. 14 is an enlarged perspective view of an upper adapter member.

Fig. 15 is an enlarged perspective view of a lower adapter member, looking at the bottom.

Fig. 16 is an enlarged perspective view of a preferred form of resilient member. or insulator, looking at the bottom. I

Fig. 17 is a section showing a modification illustrative of the manner of securing crossing plates at the joints between rails, the section being on the line 1717 of Fig. 19.

Fig. 18 is a side elevation of the abutting ends of two rails, a portion of the splice bar and a portion of the adapter member employed in conjunction with the splice bar. Fig. 19 is a top plan view of the parts shown in Fig. 17.

Referring to the drawings A A represent the main track rails of a railway; B, the ties on which they are supported in the usual manner; and C C the abutments of the paving V or road construction at the point where the tracks are to be crossed. Inasmuch there may be a wide range of conditions to be met in grade crossings, such as difference in elevation of one rail with respect to its mating rail, or angularity of crossing, or where the highway has a slope at the crossing, it is evident that any system of crossing plates must not only meet the above conditions with the least damage to itself or the trafiic, but must be readily removable to permit of the necessary work on the track proper.

1 and 2 represent two series of plates, which with suitable alterations as regards right and left hand laying, and preferably with the addition of a plurality of stringer rails S, S constitute an entire crossing system, 1 being the plates which are laid within the main track raiis and 2 the plates to bridge over the space between the paving abutment and the rails.

Each plate 1 is preferably rectangular in outline and of such size as can be conveniently handled without special equipment, and of a length equal approximately to half that of the distance between the rails, having a normally flat top for the major portion of its area, with upraised projections 4, 4, which serve to give traction, placed at suitable intervals. Longitudinal ribs 5, and transverse ribs 6 are added on the under side for strengthening purposes and are disposed as best suits manufacturing conditions and with the webs or ribs 7, 7 along each side a structure of great strength and light weight is obtained.

The heel or leg ends of the plates are sup ported on the track rails and for this purpose at each corner of the heel end of each plate are downwardly extending integral legs formed on one side by a continuation 7 of the web 7, on the other side by the continuation 5' of the longitudinal rib 5, and by the continuation 6' of the transverse rib 6. At the point 8 the downwardly extending rib continuation 6 is turned to a horizontal plane as indicated by 9, substantially parallel to the top portion 3, and is strengthened by continuations of the ribs 5 and 7, and in this portion 9 is an opening 10.

The transverse downwardly extended rib 6 is extended in a horizontal plane as indicated by 11, at a distance below the portion 3 to form a flange-groove 12, this portion extending the full width of the plate and uniting with the ribs 5 and 7 to form pockets 13 which are open on the outer sides, the pocket effect being limited, however, by cutting away a portion of the ribs 7' as shown by 14, and the ribs 5 as shown by 15 to form side open ings. The effect of the positioning of the portions 11 and 9 is to form a pair of jaws, substantially parallel to each other and to the top portion 3, as before mentioned the width of 11, and the length of 9, are such that they extend over and under the base A of the main track rail.

In order to support the plates 1 and 2 at the proper height to bring the surface at the same height as the top of the track rail, and further, to resiliently support the plates, a resilient insulating member 16, of rubber or some other suitable resilient material, is employed, together with adapter members, 17 being an upper and 18 a lower adapter. These adapters 17 and 18 are of various thicknesses, for the reason that track rails are of different heights, and it will be apparent that when the resilient member 16 and the adapters 17 and 18 are placed for a track rail of maximum height, a comparatively thin adapter will be used at the bottom, and a thick adapter at the top, the resilient members 16 being alike for all cases.

The upper adapter 17 is formed with a longitudinal groove 19 in its upper surface, the upper sides of the walls 20 thereof being convex which allows the parts to have relative rocking movement as indicated at 20 to obtain a bearing when the crossing is at an inclination with the grade and also permit the more ready installation of the crossing section. The under side of the adapter 17 has a pocket with an inclined upper wall, as indicated at 21 with a rounded inner end as indicated at 22. On the inner end of the adapter is a transversely extending lug 23 connected to the main body by a neck 24.

The lower adapter 18 is a member having a pocket 21 for the reception of the base of the resilient member 16, while on the lower side are two lugs 26, 26 which fit into the rectangular openings 10, 10 in the portions 9, the function of the lugs 26 being to align the adapters 18 and maintain the position. This adapter also has a transverse lug 23' connected by a similar neck 24. The bottom of the adapter 18 also is rounded as indicated by 18 for the purposes as explained in connection with the curved tops 20 of the adapter 17.

The resilient member 16 is shaped to fit the base of the track rail, there being a cleft 27 for this purpose, while the corners 28 and 29 are rounded to fit the pockets in the upper and lower adapters 17 and 18 respectively. The enclosing sides of the pockets in the adapters are for the purpose of preventing slipping side-wise or undue bulging under pressure. The portion 30 has a rounded corner 31 adapted to fit the fillet to be found in the track rails and when in place, rests on thebbase of the track rail and against the we In the ribs 6' is a vertical slot 32, in the approximate center of which are recesses 33; the width of the slot 32 is substantially the width of the necks 24 and 24, while the depths of the recesses 33 are sufficient to allow the insertion of the lugs 23 and 23. To place the adapters 17 and 18 in position the lugs 23 are inserted throu h the recesses 33, the lower adapter 18 is then placed on its seat 9 with the lugs 26 in the openings 10, 10, while the upper adapter 17 is received within the pocket formed by the sides 14 and 15, after which the resilient member 16 may be inserted in the pockets in the adapters. The curved ends of the pockets in the adapters coincide with the flat vertical portion of the ribs 6 so that any longitudinal thrust on the resilient block 16 is taken partly by the adapters, and partly by the ribs 6, excepting that portion directly over the slots 32 and 33.

All of the resilient members 16 are of uniform size and construction while a plurality of adapters 17 and 18 will be provided with pockets of varying depths to compensate for rails of different lengths so that the top surface of the plates may be brought into alignment with the top surfaces of the track rails. \Vhen crossing plates are being installed on rails of maximum height, therefore, adapters 17 with shallow pockets and adapters 18 with deep pockets will be employed, while for a rail of minimum height the reverse will be true; that is, the adapters 17 will have deep pockets and the adapters 18 shallow pockets. For rails of medium height the pockets of the respective adapters will be correspondingly varied.

The inner end of each plate is formed with a series of serrations 34 and 35 and projecting portions 36 and 37 and are of such shape that any two plates will interlock w th each other, as best shown in Fig. 13, and since two plates 1, 1 constitute a crossing between the track rails, the remaining portions 38 are at the approximate center between the track rails. Therefore when two plates 1 are fitted with their proper adapters 17 and 18 and the resilient blocks 16, and placed in position on the track rails A, A, the serrations 34 and 35 will coincide with the projecting portions 36 and 37, with the blocks 16 resting against the webs of the track rails, and on the bases thereof. Any thrust coming on one of the plates 1 is transmitted to the other plate, and so on to the resilient blocks 16 and to the track rail A in the direction of the thrust, while the angular dovetailing serrations effectively re duce possible misalignment due to oblique thrusts, some portion however of which is obviously taken by adjacent plates.

To support the toe ends of the plates 1, a stringer rail S, which, in a level crossing, is preferably of lesser height than the track rails A, is laid and secured to the ties in the usual manner in the center and parallel to the main track rails A, the length of which is preferably not less than the entire width of the series of plates 1 that make up the crossing. The toe ends of the plates have in the under sides a series of pockets 39, in which are placed resilient members 40, preferably in the form of rubber plugs, which project slightly out from the pockets, the function of which is to deaden any noise, and equalize the bearing between metal and metal.

To prevent the lifting and consequent possible displacing of the plates 1 under trafiic, there is provided on each plate an anti-lift locking device which consists of a pin 41 inserted through two downwardly extending bosses 42 and 43, integral with the plate 1, the openings through which the pin 41 is inserted being preferably at an angle with the top portions 3, as shown in Fig. 9. The pin 41 has an arm 44 at the end of which is a boss 45 having a neck 46, and on the body of the pin are two lugs 47, preferably diametrically opposite and spaced apart, to the approximate width between the bosses 42 and 43. In the boss 42, at the side of the aperture is a slot 48 parallel to the long axis of the aperture and at the side thereof. To insert thepin, it is turned so the first of the lugs 47 enters and passes through the slot 48, then again turned so that the second lug 47 also passes through the slot. The weight of the arm 44 is such that the pin will assume the position as shown in Fig, 9, this being the locking position as is evident from the fact that the pin projects under the head of the stringer rail S, preventing any undue upward lifting of the plate. If it is desired to remove or lift the plate, the pin is turned and withdrawn to the position as shown in dotted lines in Fig. 9, in which posi tion there is a lug 47 on each side of the boss 42, when the arm 44 is again allowed to swing downwardly, and during any subsequent h andling of the plate, the pin will not fall out or fall into locking position. In some cases it may be desirable to manipulate the pin 41 through the top of the plate, and for that purpose an opening 49 is made therein at a convenient place, and by means of a bent wire, the neck 46 may be engaged.

On one side of each plate are a plurality of hooks 50 which engage the ribs 7 of adjacent plates at corresponding points, the function of which is to assist in preventing any lifting tendency of the plates due to traflic vibration. It is the practice to place these hooks on one side of some of the plates and on the opposite side of other plates so that plates with the hooks on the left-hand side may be installed on one side of the crossing plate with the hooks on the right-hand side may be installed on the opposite side of the crossing. The ribs 7 are extended downwardly at the corners of the inner ends of the plates to form lugs 51 (Figs. 5 and 8) being shouldered as at 52, and on the under side of the plates are bolt-head pockets 53, adapted to receive bolts 54, a forked strap 55 being passed under a stringer rail S with its forked ends straddling the lower ends of the bolts and held in position by nuts threaded on the bolts. The lugs 51 and pockets 53 are preferably adjacent the hooks 50, all being for the purpose of preventing lifting, each lug 51 engaging with its shoulder 52 on the under side of the head of the stringer rails S. It should be mentioned that the bolting arrangements as shown are mainly useful at the extreme ends of the entire crossing.

The description thus far has been for the inside plates 1. The outside plates 2 are similar to 1, with the exceptions that the flange groove 12 is not necessary, although there is a shallower groove 56 adjacent the track rails A, while the toe ends of the plates. 2 are curved downwardly as at 57, to assist in easy approach. In Fig. 6 a form of holddown arrangement is shown which consists of the bolts 54 and 54: engaging the bolt 54: having its head in a pocket 53 on the under side of plate 2, a pair of clamps 58 and 59. For supporting the outer ends of plates 2, other stringer rails S, S are iaid, support rcing made exactly similar to the center rails S.

In Fig. 3 is shown a wide plate 1 adaptable for use at points where a track rail joint presents a condition likely to be encountered. In Fig. 4 is a modification, being a wide plate 1, made larger in the interests of economy of manufacture, and where some simple handling equipment is available. This differs from plates 1 by having a plurality of points of support on the track rails A, while in plates 1 the lack of more than two points of support is offset by additional underribbing.

In assembling or laying the crossing, the center line of the proposed crossing is found, and a series of plates 1 and 2 are placed and locked with the hookless sides thereof coinciding with the center line, after which the remaining plates are laid, building out each Way from center. It will be noticed that the legs project between the ties, this being done to prevent any tendency for the entire crossing to creep or be moved from place by creeping rails or any low dragging objects on moving trains. To reduce likelihood of damage from such sources it may be advisable that a sloping ramp (not shown) he laid at each end, whereby dragging objects are raised to the length of the crossing.

Disassembling is the reverse of the assembling procedure, but in the event that one of the plates in towards the center of the crossing is to be lifted, it can be accomplished by manipulating the locking pin to unlocking position by means of the bent wire, as described, then by raising and blocking adjacent plates to the limit of their upward movement, enough slack may be accumulated to permit the unhooking of a center plate.

By this arrangement it will be seen we have provided a durable and substantial system of crossing paver plates,,wherein the wear is taken by easily and cheaply replaceable parts, one in which the plates are resiliently supported at points where the passage of vehicles over the necessary flange grooves would otherwise cause destructive shock loads, and one in which the electrical track circuits are not short circuited. Further, the maintenance is reduced, and the entire system is easily and readily removable to permit of necessary work on the track itself.

In Figs. 17, 18 and 19 there is shown a modification in the manner of securing the crossing plates to a joint between abutting rails. Two rails A, A abut at the point a and 60 represents the splice bar connecting the rails together, each of these splice bars having a flange 60 on its lower edge which lies on the upper surface of the base of the rail. In order to adapt the inserts 16 to the rail at the splice there is employed a pair of adapter members each in the nature of an elongated plate 61. These adapter members meet at the rail joints, and where each coincides with the splice bar, it is recessed out L as indicated at 62 at the right of Fig. 17 to receive the splice bar and is further recessed beyond the splice bar as indicated at 63 at the left of Fig. 17 to receive the base of the rail; a plurality of lugs 66 projecting from the base of each member to extend under the bases of the track rails and the splice bars. Portions of the outer half of each adapter member are in cross section the shape and size of half of the base of the track rail, as indicated at 6 1 so as to be received in the recess of the resilient block 16 and at the points where the plate is so formed it is provided with a vertical longitudinally extending wall against which the blocks abut.

The cross plates installed at rail joints are somewhat modified in that the recessed lugs which receive the blocks 16 are located at points removed from the rail end of the plate so as to accommodate the splice bars and adapter plates. The adapter members 61 shown are of a character to extend over three of the ties B, with the portion 64 which con forms to the track rail base placed in the space between ties.

Having thus described our invention, we claim:

1. In a crossing of the character described, an insertabie crossing section having a pocket, an insert of rubber in said pocket, said insert having a recess to engage a part of the track rail.

2. In a crossing of the character described, an insertable crossing section having a pocket, an insert of rubber in said pocket, said insert having a recess to engage a part of the track rail, the upper wall of said recess being projected to abut said part.

3. In a crossing of the character described, an insertable crossing section having a necket, an insert in said pocket, and means for supporting said insert at different heights in said pocket, said insert having a recess to receive a part of a track rail.

4. In a crossing of the character described, an insertable crossing section having a pocket, an insert of resilient material in said pocket, and means for supporting said insert at different heights in said pocket, said insert having a recess to receive a part of the track rail.

5. In a crossing of the character described, an insertable crossing section having a pocket at its heel end, an insert of resilient material seated in said pocket, said insert having a recess to receive a part of a track rail, that portion of said insert above the base being projected so as to abut said part.

6. In a crossing of the character described, an insertable crossing section. having a pocket, an insert in said pocket, and adapter n1ember in said pocket on each side of said insert to adjust its height with relation to said crossing section, said insert having a recess to re ceive a part of a track rail.

7. In a crossing of the character described, an insertable crossing section having a pocket, an insert in said pocket having a recess to receive a part of a track rail, and means for supporting said insert at different heights in said pocket consisting of a pair of adapter members embracing said insert and having pockets to receive the same.

8. In a crossing of the character described, an insertable crossing section having a pocket at its outer end open on its outer side, an insert of resilient but non-compressible material in said pocket having a recess to receive a part of a track rail, the sides of said pocket having openings to permit displacement of the material of said insert under load.

9. In a crossing of the character described, an insertable crossing section having a pocket at one end open on its outer side, an insert of rubber in said pocket having a recess to receive a part of atrack rail, one or more of the other sides of said pocket having an opening to permit displacement of said rubber under load.

10. In a crossing of the character described, an insertable crossing plate having a pocket at one end, an insert seated in said pocket, and a pair of adapter members one on the lower side and the other on the upper side of said insert, said adapter members having rocking engagement with said pocket.

11. In a crossing of the character described, an insertable crossing plate having a pocket at one end, an insert seated in said pocket, a pair of adapter members one on the lower side and the other on the upper side of said insert. each of said adapter members hav ing a rounded face abuting a wall of said pocket.

1:2. In a crossing of the character described,

an insertable crossing plate having a pocket at one end, an insert seated in said pocket, a pair of adapter members one on the lower side and the other on the upper side of said insert, said adapter members and the walls of said pockets having interengaging parts to hold said adapter members in said pocket.

13. In a crossing of the character described, an insertable crossing plate having a pocket at one end, an insert seated in said pocket, a pair of adapter members one on the lower side and the other on the upper side of said insert, the rear wall of said pocket having a vertical slot and an intermediate cross slot, and a T-shaped lug on each of said adapter members insertable through said cross-slot.

14. In a crossing of the character described, an insertable crossing plate having a pocket atone end, an insert seated in said pocket, a pair of adapter members one on the lower side and the other on the upper side of said insert, the rear wall of said pocket having a vertical slot and an intermediate cross-slot, each of said adapter members having a T- shaped lug insertable through said cross slot, said lower adapter member also having lugs engaging the lower wall of said pocket.

15. In a crossing of the character described. an insertable crossing section, means at one end thereof to engage a track rail to support that end of the section b said rail and hold the same against elevation or depression relative to the rail, a stringer rail intermediate the track rails, a pair of apertured spacedapart projections projecting downwardly from the inner end of the crossing section, a pin insertable through the apertures of said projections and adapted to project beneath the head of said stringer rail, and means for holding said pin against displacement.

16. In a crossing of the character described, an insertable crossing section, means at one end thereof to engage a track rail to sup port that end of the section by said rail and hold the same against elevation or depression relative to the rail, a stringer rail intermediate the track rails, a pair of apertured spacedapart projections projecting downwardly from the inner end of the crossing section, a pin insertable through the apertures of said projections and adapted to project beneath the head of said stringer rail, said pin having a pair of lugs out of line with each other adapted to be arranged between sald projeetions to hold said pin against displacement.

17. In a crossing of the character described, an insertable crossing section, means at one end thereof to engage a track rail to support that end of the section by said rail and hold the same against elevation or depression relative to the rail, said crossing section having a pair of spaced-apart apertured projections projecting downwardly therefrom, the aperture of the inner projection having a recess,

and a pin insertable through said aperture and adapted to project through the side of said stringer rail, a pair of spaced-apart outof-line lugs on said pin insertable through said recess and cooperating with said projections to hold said pin in position when said pin is rotated.

18. In a crossing of the character described, an insertable crossing section, means at one end thereof to engage a track rail to support that end of the section by said rail and hold the same against elevation or depression relative to the rail, said crossing section having a pair of spaced-apart apertured projections projecting downwardly therefrom, the aperture of the inner projection having a recess, and a pin insertable through said aperture and adapted to project through the side of said stringer rail, a pair of spacedapart out-of-line lugs on said pin insertable through said recess and cooperating with said projections to hold said pin in position when said pin is rotated, said pin having a crank arm and a finger piece projecting from said crank arm having a reduced portion.

19. In a crossing of the character described, a pair of insertable crossing sections arranged to meet end to end at an intermediate point beneath the track rails of a railway, means at one end of each section to engage one of the track rails to support that end of the section, an intermediate stringer rail between said track rails, each of said sections having a pocket, a bolt having its head supported in said pocket and projecting downwardly, and a cross member supported by said bolts and projecting beneath said stringer rail.

20. In a crossing of the character described, a pair of insertable crossing sections arranged to meet side by side, means at one end of each of said sections to engage one of the track rails of a railway to support that end of the section, means for supporting the other end of each of said sections one of said sections having an underneath rib and the other section having hook-shaped projections to receive said rib.

21. In a crossing of the character described. an insertable crossing section having a pocket at its heel end. an insert of resilient material in said pocket, said insert having a recess to engage a part of a track rail, a stringer rail to support the toe end of said section, and a resilient member insertable between the toe end of said section and said stringer rail.

22. In a crossing of the character described, the combination, with track rails and a splice bar connecting the same, of an insertable crossing section having a pocket at one end, an insert member in said pocket having a recess conforming to the base of a track rail, and an adapter plate formed to be seated upon the splice bar and having a portion and an adapter plate formed with a recess to receive the splice bar on the track rail and having a portion thereof conforming in size and contour to a portion of the track rail base adapted to be received in the recess of said insert member.

In testimony whereof, we have hereunto set our hands this 7th day of July, 1928.

EVAN C. PRICE. THOMAS L. HANLEY. 

